AU2019229333A1 - Improved security computer onboard a railway vehicle, and associated railway vehicle - Google Patents
Improved security computer onboard a railway vehicle, and associated railway vehicle Download PDFInfo
- Publication number
- AU2019229333A1 AU2019229333A1 AU2019229333A AU2019229333A AU2019229333A1 AU 2019229333 A1 AU2019229333 A1 AU 2019229333A1 AU 2019229333 A AU2019229333 A AU 2019229333A AU 2019229333 A AU2019229333 A AU 2019229333A AU 2019229333 A1 AU2019229333 A1 AU 2019229333A1
- Authority
- AU
- Australia
- Prior art keywords
- track
- railway vehicle
- speed
- security computer
- configuration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000012360 testing method Methods 0.000 claims abstract description 20
- 230000001960 triggered effect Effects 0.000 claims abstract description 3
- 239000004020 conductor Substances 0.000 description 5
- 238000004891 communication Methods 0.000 description 3
- 238000013475 authorization Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000004590 computer program Methods 0.000 description 1
- 239000012141 concentrate Substances 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000007717 exclusion Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0062—On-board target speed calculation or supervision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
IMPROVED SECURITY COMPUTER ONBOARD A RAILWAY VEHICLE, AND ASSOCIATED RAILWAY VEHICLE This computer (30), which is on board the railway vehicle (2), is integrated into the on-board component (14) of a supervision system (10) for the secure circulation of the railway vehicle on the track (1). The computer (30) includes a computing unit (40), a selection module (44) and storage means (42) that store: a first configuration (51) associated with a nominal operating mode; and a second configuration (52) associated with a test operating mode, the first and second configurations respectively comprising a rule for computing an intervention speed, defined as the speed past which emergency braking is triggered, the rule for computing the first configuration defining an intervention speed equal to a nominal speed on the track increased by a first margin, and the rule for computing the second configuration defining an intervention speed equal to the nominal speed on the track increased by an overspeed rate and a second margin, the selection module making it possible to configure the computing unit with one or the other of the first and second configurations. Sole figure oo cI0 R)E xxco o R2l
Description
ORIGINAL COMPLETE SPECIFICATION
STANDARD PATENT
Invention Title
Improved security computer onboard a railway vehicle, and associated railway vehicle
The following statement is a full description of this invention, including the best method of performing it known to me/us:1a
2019229333 10 Sep 2019
The invention relates to the field of supervision systems for the circulation of trains, and more specifically, supervision systems according to the ERTMS (European Rail Traffic Management System) standard, as defined by the European Rail Agency.
The procedure for validating a new railroad track or a new vehicle in particular sets out the performance of overspeed tests. During such a test, the railway vehicle used for the test must roll on the track to be tested with a speed equal to the local nominal circulation speed on the track, increased by an overspeed rate, for example set at ten percent of the local nominal speed. Thus, if the nominal circulation speed at a point of the 10 track is 150 km/h, the speed required for an overspeed test is 165 km/h.
However, during such an overspeed test, the safety devices, if any exist, are deactivated. Thus, for example, when the train goes from a first section of the track to be tested on which a first nominal speed is defined, to a second section of the track on which a second nominal speed is defined lower than the first nominal speed, no safety device is 15 provided to trigger braking in the event the train engages on the second section with an excessive speed in light of the profile of the second track section.
On the track to be tested, the railway vehicle in fact circulates under only the conductor's supervision. Yet beyond 200 km/h, it is not possible to travel by sight.
Furthermore, the use of odometry information, obtained in real time, does not allow 20 the conductor to determine, with sufficient accuracy, the moment at which the border is crossed between two successive sections of the track in order to adapt the speed of the train while performing a conclusive test on the track.
This safety defect led to an accident in northern France during testing on a highspeed railroad track.
The invention therefore aims to resolve this problem.
To that end, the invention relates to a security computer on board a railway vehicle and intended to be integrated into an on-board component of a supervision system, said on-board component allowing supervision of the secure circulation of the railway vehicle in cooperation with a ground component of the supervision system equipping a track on 30 which the railway vehicle circulates, characterized in that the security computer includes a computing unit, a selection module and storage means, the storage means storing: a first configuration associated with a nominal operating mode of the railway vehicle; and a second configuration associated with a test operating mode, the first and second configurations respectively comprising at least one rule for calculating an intervention 35 speed, said intervention speed being defined as the speed past which emergency braking is triggered by the security computer, the rule for computing the first configuration
2019229333 10 Sep 2019 stipulating that the intervention speed is equal to a nominal speed on the track increased by a first margin, and the rule for computing the second configuration stipulating that the intervention speed is equal to the nominal speed on the track increased by an overspeed rate and a second margin, the selection module making it possible to configure the computing unit with one or the other of the first and second configurations based on a current operating mode of the railway vehicle to perform a mission.
According to specific embodiments, the security computer includes one or more of the following features, considered alone or according to any technically possible combinations:
- the first margin is between 7.5 km/h and 20 km/h, preferably equal to 15 km/h;
- the second margin is between 4 km/h and 15 km/h, preferably between 2 km/h and 8 km/h, still more preferably equal to 5 km/h;
- the overspeed rate is between 5% and 20% of the nominal speed on the track, preferably equal to 10% of the nominal speed on the track;
- the nominal speed on the track is defined locally at each point of the track, the storage means including a map of the track giving the nominal speed as a function of the position on the track; and
- the supervision system (10) is according to the European Rail Traffic Management System” (ERTMS) standard.
The invention also relates to a railway vehicle capable of circulating on a track equipped with a ground component of the supervision system, the railway vehicle carrying an on-board component of the supervision system, the supervision system allowing supervision of the secure circulation of the railway vehicle by cooperation of the ground component with the on-board component, characterized in that the security computer of the on-board component is a security computer according to the preceding security computer.
Preferably, the security computer is connected to a man-machine interface allowing an operator to choose the current operating mode of the railway vehicle, the selection module then configuring the computing unit from the configuration associated with the current operating mode in the storage means.
Also preferably, the supervision system is according to the European Rail Traffic Management System (ERTMS) standard.
The invention advantageously takes advantage of the fact that the test track or the track to be tested is equipped with the ground component of a supervision infrastructure, preferably respecting the ERTMS standard, as now required in Europe, in particular for high-speed lines.
2019229333 10 Sep 2019
The invention and its advantages will be better understood upon reading the following detailed description of one particular embodiment, provided solely as a nonlimiting example, this description being done in reference to the sole figure schematically showing a supervision system of the ERTMS type including a ground component and an on-board component, the latter incorporating a security computer according to the invention.
The figure schematically shows a so-called supervision system 10 of the ERTMS type allowing secure control of the circulation of a train 2 on a track 1. The train 2 can be a test train or a train to be tested.
The track 1 can be any type of railroad track, either a track to be tested, or a tested track which is therefore in use.
The system 10 includes a ground component 12 and an on-board component or integrated component 14.
The ground component 12 includes, in a manner known in itself, an access point 20 for establishing a two-way communication link with the on-board component 14.
The access point 20 is connected to an interlocking module 21, located in a command unit 22.
The interlocking module 21 is also connected to different pieces of equipment on the track by means of a plurality of relays 23 positioned along the track 1.
The pieces of track equipment in particular include beacons 24 installed between the rails of the track 1.
The pieces of track equipment also include sensors 25 making it possible to detect the presence of a train on a track section. These sensors are for example of the induction loop or axle counter type.
In the command unit 22, the interlocking module 21 is interfaced with a control unit 26.
The on-board component 14 includes a security computer 30 on board the train 2.
The security computer 30 is interfaced with a transceiver module 31 capable of establishing the wireless communication link with the access point 20. According to the ERTMS standard, this communication link is established according to the GSM standard.
The security computer 30 is also interfaced with a man-machine interface 32 placed on a console in the cabin and allowing the display of information for the conductor of the train 2.
The security computer 30 is also interfaced with an antenna 33 placed below the body of the train and able, when it passes over a beacon 24, to receive location
2019229333 10 Sep 2019 information from the latter. The antenna 33 also makes it possible receive information from the command unit 22 by passing over certain beacons 24.
Lastly, the security computer 30 is interfaced with the traction / braking means of the train 2, in particular an emergency braking means 34 of the train 2.
The security computer 30 includes a computing unit and storage means storing the computer program instructions, the execution of which makes it possible to carry out said programs.
In a simplified manner, from location information collected during the passage over a beacon 24, the security computer 30 is able to determine the position of the train 2 along the track 1 at each moment.
The instantaneous position of the train computed by the security computer 30 is sent to the ground. It is advantageously correlated with the presence information of a train on a section of the track delivered by the sensors 25. From this position information, and that relative to the other trains circulating on the track 1 at the same time, the interlocking module 21 traces a route allowing the train 2 to carry out the mission that has been assigned to it.
The interlocking module 21 next commands, via the relays 23, the placement of the various pieces of track equipment in the state required by the route traced for the train
2.
Once this route is open and the interlocking module 21 has received confirmation thereof, it sends the on-board computer 30 a movement authorization that essentially consists of the data for an endpoint on the track 1 not to be exceeded.
From its instantaneous position along the track 1, the received movement authorization and a map of the track 1 providing a nominal speed for each section of the track, the security computer 30 computes a setpoint speed for the train 2.
The security computer 30 next regulates the instantaneous speed of the train 2 as a function of this setpoint speed.
According to the invention, the security computer 30 is improved.
In addition to a core 40 making up a computing unit according to the state of the art, it includes a database 42 storing at least a first configuration 51 and a second configuration 52.
The security computer 30 also includes a selection module 44 able to select, in the database 42, the configuration with which to configure the core 40 of the security computer 30.
For example, the conductor, depending on the mission assigned to the train 2 and before beginning this mission, uses the man-machine interface 32 to choose an operating
2019229333 10 Sep 2019 mode for the train. The chosen mode is sent to the selection module 44, which queries the database 42 in order to extract therefrom the configuration associated with the chosen operating mode. The selection module then uses the extracted configuration in order to configure the core 40 of the security computer 30. Once the security computer 30 is suitably configured for the mission to be performed, the supervision system 10 can supervise the circulation of the train 2.
A configuration includes the values of different parameters or computing rules of the core 40. The first configuration 51 is associated with a normal operating mode of the train 2. It in particular includes a computation rule to define an intervention speed. The intervention speed is defined as the limit of the instantaneous speed past which the security computer 30 triggers emergency braking.
For example, in the nominal operating mode, the intervention speed is defined as being equal to the nominal speed on the track section on which the train 2 is engaged, plus a first margin. For example, this first margin is between 7.5 km/h and 20 km/h, preferably equal to 15 km/h.
Advantageously, the first margin depends on the nominal speed of the train on the track section on which the train is engaged. The first margin is for example equal to: 15 km/h for a nominal speed greater than 210 km/h, 7.5 km/h for a speed below 110 km/h and between 7.5 km/h and 15 km/h according to a proportional rule for a nominal speed between 110 km/h and 210 km/h.
The second configuration 52 is associated with an overspeed operation mode of the train 2 making it possible to test either the track 1 on which the vehicle is circulating, or the vehicle, or the track and the vehicle at the same time.
In this case, the rule for computing the intervention speed stipulates that the intervention speed is equal to the nominal speed on the track section on which the train 2 is engaged, increased by an overspeed rate (to obtain a required speed for the overspeed test), between 5% and 20% of the nominal speed on the track, preferably chosen for example equal to 10% of the nominal speed, and a second margin. The second margin is for example between 4 km/h and 15 km/h, preferably between 2 km/h and 8 km/h, still more preferably equal to 5 km/h.
Thus, in case of overspeed test, any excess of more than 5 km/h of the value of the speed required for the test will lead to triggering emergency braking.
The second margin is chosen reasonably so that the conductor can drive while keeping a test speed that follows the nominal speed profile of the track, irrespective of the
2019229333 10 Sep 2019 relief or the authorized speed changes (slowing upon approaching a train station or a switch).
This solution offers the possibility of configuring the supervision system so as to automatically protect the circulation of the train irrespective of the considered operating 5 mode, in particular nominal or during an overspeed test.
This solution reuses all of the hardware and software components of the existing ERTMS supervision system. It suffices to adapt the software executed by the core 40 of the security computer 30 in order to define parameters and/or computation rules that are configurable using an initialization file.
This solution does not in any constraint for the driver of the train during overspeed tests. This solution allows the driver to concentrate on the test without having to manage the security of the vehicle.
Throughout this specification and the claims which follow, unless the context requires otherwise, the word comprise, and variations such as comprises and 15 comprising, will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.
The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an 20 acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavor to which this specification relates.
The reference numerals in the following claims do not in any way limit the scope of the respective claims.
Claims (9)
1. - A security computer (30) on board a railway vehicle (2) and intended to be integrated into an on-board component (14) of a supervision system (10), said on-board component allowing the control of the circulation of the railway vehicle in security in cooperation with a ground component (12) of the supervision system (10) equipping a track (1) on which the railway vehicle (2) circulates, characterized in that the security computer (30) includes a computing unit (40), a selection module (44) and storage means (42), the storage means storing:
- a first configuration (51) associated with a nominal operating mode of the railway vehicle; and
- a second configuration (52) associated with a test operating mode, the first and second configurations respectively comprising at least one computing rule for calculating an intervention speed, said intervention speed being defined as the speed past which emergency braking is triggered by the security computer (30), the computing rule of the first configuration stipulating that the intervention speed is equal to a nominal speed on the track increased by a first margin, and the computing rule of the second configuration stipulating that the intervention speed is equal to the nominal speed on the track increased by an overspeed rate and a second margin, the selection module making it possible to configure the computing unit with one or the other of the first and second configurations based on a current operating mode of the railway vehicle to perform a mission.
2. - The security computer (30) according to claim 1, wherein the first margin is between 7.5 km/h and 20 km/h, preferably equal to 15 km/h and is advantageously a function of the nominal speed on the track.
3. - The security computer (30) according to claim 1 or claim 2, wherein the second margin is between 4 km/h and 15 km/h, preferably between 2 km/h and 8 km/h, still more preferably equal to 5 km/h.
4. - The security computer (30) according to any one of claims 1 to 3, wherein the overspeed rate is between 5% and 20% of the nominal speed on the track, preferably equal to 10% of the nominal speed on the track.
2019229333 10 Sep 2019
5. - The security computer (30) according to any one of claims 1 to 4, wherein the nominal speed on the track is defined locally at each point of the track (1), the storage means (42) including a map of the track giving the nominal speed as a function of the position on the track.
6. - The security computer (30) according to any one of claims 1 to 5, wherein the supervision system (10) is according to the European Rail Traffic Management System” (ERTMS) standard.
7. - A railway vehicle (2) capable of circulating on a track (1) equipped with a ground component (12) of the supervision system (10), the railway vehicle (2) carrying an on-board component (14) of the supervision system (10), the supervision system (10) allowing the control of the circulation of the railway vehicle in security by cooperation of the ground component (12) with the on-board component (14), characterized in that the security computer (30) of the on-board component (14) is a security computer according to the security computer according to any one of claims 1 to 6.
8. - The railway vehicle (2) according to claim 7, wherein the security computer (30) is connected to a man-machine interface (32) allowing an operator to choose the current operating mode of the railway vehicle, the selection module (44) then configuring the computing unit (40) from the configuration associated with the current operating mode in the storage means (42).
9. - The railway vehicle (2) according to claim 7 or claim 8, wherein the supervision system (10) is according to the European Rail Traffic Management System” (ERTMS) standard.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1858210A FR3085934B1 (en) | 2018-09-13 | 2018-09-13 | IMPROVED SAFETY COMPUTER, ON BOARD A RAIL VEHICLE, AND ASSOCIATED RAIL VEHICLE |
| FR1858210 | 2018-09-13 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| AU2019229333A1 true AU2019229333A1 (en) | 2020-04-02 |
Family
ID=65443937
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2019229333A Abandoned AU2019229333A1 (en) | 2018-09-13 | 2019-09-10 | Improved security computer onboard a railway vehicle, and associated railway vehicle |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP3623253A1 (en) |
| AU (1) | AU2019229333A1 (en) |
| FR (1) | FR3085934B1 (en) |
| MA (1) | MA52926A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR3123874B1 (en) * | 2021-06-09 | 2023-11-03 | Alstom Transp Tech | Railway locomotive and associated railway vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5558317B2 (en) * | 2010-11-09 | 2014-07-23 | 株式会社東芝 | Train control device |
| KR101722841B1 (en) * | 2015-06-24 | 2017-04-04 | 현대로템 주식회사 | Automatic train protection device and railroad train having the same |
-
2018
- 2018-09-13 FR FR1858210A patent/FR3085934B1/en active Active
-
2019
- 2019-09-05 EP EP19195622.6A patent/EP3623253A1/en not_active Withdrawn
- 2019-09-05 MA MA052926A patent/MA52926A/en unknown
- 2019-09-10 AU AU2019229333A patent/AU2019229333A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| EP3623253A1 (en) | 2020-03-18 |
| FR3085934A1 (en) | 2020-03-20 |
| MA52926A (en) | 2021-04-28 |
| FR3085934B1 (en) | 2020-12-04 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MK1 | Application lapsed section 142(2)(a) - no request for examination in relevant period |